Driving mechanism for motor-vehicles.



Paeted Oct. 10,1899.

.6. Maes. DRH/INE IIECHAHISM F08 MDTR YEHlG'LS.

(Ayplcation flad Jan. 5, 1899.) (No Model.) 4 Sheets-Sheet l.

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nu. 634,827.` Patented out. lo, |399.

ai mass. DBIVHIG IECHANISH FUR MUTUI? VEHICLES.

. (Application med Jam. 5, 1899.) (Ilo IMM.) 4 sheets-sheet 2 'nog upmun mns co. manna. wmmaron. L\ r.

Ynu. 634,827. Patentad um.y lo; |399.

` s. Mees.

DRIVING MECHAIIISM F08 MOTOR VEHICLES.

(Application lod Jan. 5, 1899.) (No Nudel.) 4 Sheets-Sheet 3.

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mi@ aims No. 634,827. Patented oct. 10,4899.

n. mais. Y DRIVING MECHANISM FR MOTOR VEHICLES.

(Appliclstnn led. Jan. 5, 1899.)

- 4 Sheets-Sheet 4.

Udo Model.)

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calvino M certamen/iron Mo'roR-vEHicLEs.

ASPEC'.IEIC"ATION formngpart 0f Letters Patent N0. 634,827, dated Octobe 10, 1899.

i Application tiled Jenmiy, 1899. Serial Nn. '701,2'5'7. (No model.)

T0 all whom, it may concer-ft:

Beit known that I, GUSTAV MEEs, engineer, a subject of the Emperor ot' Germany, residing at Wetzikon, Canton Zurich, in the Re- Npublic of Switzerland, have invented certain 1 is a horizontal longitudinal section of my improved I driving mechanism. Fig. 2 is a vertical section on the line C D of Fig. 1. Fig. 3 is a detail view of one of the brakewheels and brake mechanism, being a section ot' Fig. 1 taken on line A B. Fig. 4t is an end view showing the reversing-levers. Fig. 5 is a side elevation showing the casing for the gearing. Fig. 6 is a detail view ofthe toothed segments of the reversing-levers. Figs. 7, 8, and 9 are diagrammatic views showing the different positions of the brake-levers.

This invention has for its object a gearing by means of which the power of a motor working with a const-ant numberof revolutions in always the same direction ot' rotation is transmitted by an intermediate shaft in such a way that the latter may be operated in both directions of rotation and also driven atrdifferent speeds. v

This I accomplish by means of three-separate sets of .gearings arranged on a common intermediate shaft lV, Fig. 1, which are operated tromthe motor-shaf t M by means of bevel-gear ,K K K?, and the driving of two ot the gearings takes place by means of the wheel ,K' traveling to the right (forward travel) and that of the third gearing from the l .wheel K2 rotating to the left, (backward travel.) In order to obtainv an engagement.

of the separate gearings free from shock, they are arranged on the planet-wheel systemthat is to say, lasuitable number of so-called planet-wheel'sfZ7 P' P2 P3, Figs. 1 and 2, (in the present instance three,) are in constant engagement on the one hand with a central internal wheel J' J2 J3 and on the other hand with an outer ring or wheel Z' Z'2 Z3, having internal teeth. When one gearing is running without driving the vehicle, the planet-wheels P (P2 P3) are carried planet-fashion around the inner wheel J' (J2 J3) by the ring of internal teeth Z,(Z2 Z3) and carry with them a brake-wheel S', (S2 83,) on which they are mounted by means of bolts b', (b2 b3.) If, however, theeircling of the planet-wheels be stopped by rendering the brake-wheel S' (Sg S3) and the bolts b' (b2 b3) stationary by putting on the brake B', (B2 133,) Figs. 1, 2, and 3, the power will be transferred through the then stationary but revoluble planet-Wheels from the toothed ring Z (Z2 Z3) to the intery nal wheel J (J 2 J 3,) or vice versa, according as one or other of the two wheels Z or J' is the driving-wheel. It the toothed ring Z (Z2 Z3) isI the driving-wheel, the transmission will take place from the larger diameter of the wheel to the smaller diameter of the internal Wheel J' (J2 J3)-that is to say, an increase of speed will be attained for rapid traveling, while, vice versa, the movement will be retarded or rendered slower if the smaller internal wheel be the driving onethat is to say, the transfer will then take place from the interior to the outside, for instance, for climbing hills.

The combination of the three gearings is such, as already hereinbetore described, that the gearings 7'V P J and Z2 P2 J 2 are operated by the `Devel-wheel K', running to the right, and the gearing Z3 P3 J3 is operated by the bevel-wheel K2, running to the left. It', accordingly, vone of the two first-named gearings be thrown intoaction, the carriage will travel forward slowly or rapidly, according ,to the gearing engaged. 0n the other hand, the carriage will travell backward when the gearings Z3 J3 PS are thrown into gear. It the IOC) 2 cease? planet-wheels P2, which then drive the toothed ring Z2, which is mounted on a wheel C, keyed on the intermediate shaft, whichv thus receives the power. Similarly on the gear being thrown into action for the rearward movement the power passes from the bevel-wheel K2 through a wheel F, on which same is mounted, to the internal wheel J3, keyed on the hub of said wheel F, and thence to the planet-wheels Psand toothed ring Z3, mounted on a wheel E, keyed on the shaft, which thus receives the power. Y

The brakes, Figs. l, 3, 4, and 5, necessary for throwing the gear into action are operated by two levers V R, arranged at the side of the carriage-frame, which are keyed on two shafts o and r, mounted concentrically one within the other in eyes or bearings ct. The front lever V, mounted on the lever-shaft fu, controls the brakes B and B2 for the two forward gear-ings by means of levers o' o2, keyed firmly on said shaft, while the reversing-lever R, lying behind it, controls the two brakes B3 and B, arranged on a single brake-wheel S3, by means of the hollow shaft fr and levers r/ r2. In Figse 7, 8, and 9 the positions of the levers are shown diagrammatically. If both levers stand in a middle position, none of the four brakes are applied, and all three gearings consequently run without driving the vehicle. If the lever V for the forward gearings be moved to the right, Ithe brake B' is put on and the gearing for rapid travel is set in action. If, on the other hand, the lever V be put over in the reverse direction, (to the left,) Fig. S, the gear for slow traveling is thrown into action by the operation of the brake B2. The reversing or backward-travel gearing, however, is engaged by the reversing-lever R being moved to the right or to the left, Fig. 9, in the first case by means of the lever fr' and brake B3 and in the second case by means of the iever r2 and brake B4. It is self-evident that only one gearing can be in action, so that thus when one of the two levers is placed to the right or left the other must stand in the middle position.

The gearing for backward travel may also be used as an instantaneous brake-that is to say, for immediately stopping the car, as by the application of the reversing-lever R, after of course previously throwing the forward gear out ot' gear, the active force or momentum of the carriage must lirst be overcome before the backward-travel gear can come into action. The vputting on of the brakes for the backward-travel gear therefore acts precisely as if a steam-driven vehicle were brought to a standstill by reversing the steam.

In order in case of danger that no time may be lost by the successive manipulation of two levers, both levers V and R are connected with one another' in such a Way that only the latter needs to be manipulated in order simultaneously to throw out of action the forward vbackward gearing is put on.

gear, which may bo in action, and to apply the brake for the backward gearing. For this purpose the toothed segment Z for locking the reversing-lever R is fixed to the carriage-body and a bolt or pawl adaptedto be operated by ahandle gis provided on the reversing-lever to engage in the teeth of said segment, while the toothed segment Z for the forward lever V is screwed on a cross-arm of the reversing-lever R, Fig. 6. The lever V may accordingly be placed to right or leftV independently of the lever R, while, however, on the reversing-lever R being moved the forward lever V must be carried along with it. If when the carriage is traveling rapidly' forward and the lever V is in the position to the right, Fig. 7, the car is required to be rendered suddenly stationary, it isl only necessary to move to the left the reversing-lever R, which was in the middle position, in order simultaneously to bring back the forward lever V into its middle position, and thus to immediately throw out of action one after the other the forward gearing and put on the brake B4 for the backward gearing. On the other hand, the car may be rendered stationary by placing the reversing-lever to the right when the forward lever in the case of slow traveling has been placed to the left, Fig. b'. In that case also the forward gearing for the slowtraveling is first placed out ofr action and immediately afterward the brakeB3 for the The powerof the motor is transferred from the shaft W, which is driven by one of the three planetwheel gearings,by a differential gearing,Figs. l and 2', to the shafts w and w, on the ends of which chain-wheels p and p2 are keyed to allow of the carriage-wheels being directly driven therefrom. The shaft w is mounted in the hollow shaft W of the planet-wheel gearing and for the purpose of a better guidance projects a little into the shaft w', which is also a hollow one and which forms a continuation of the shaft WV. The diiferential gear consists of the differential Wheels D D2 d' d2, which are in engagement with one another and are carried along by a capsuleshaped disk N', keyed on the shaft W by means of bolts c c2. The disk N2 serves for incasing the whole gear.

The mode of working of the differential gear is as follows: If the resistance of both carriage-wheels is equal, which' is the case when traveling in a straight line, the two wheels D' and D2, and therewith also the corresponding shafts fw and W', are simultaneously operated by theintermediate wheels CZ d2, which are stationary on the connectingbolts c c2. If, however, the vehicle be moved in sharp curves or turns, the resistance of the inner wheel of the car, which is describing a smaller arc, is greater than that of the outer wheel,which travels over a longer course. The disturbance of the equilibrium of the forces thereby prod ncedin the differential wheels D VIOO IIO

cansar v D2 d cl2 is again automatically restablished by the diderential wheel D' inconsequence of the rotation of the intermediate wheels d d2 on the A connecting-bolts lagging to an extent equal to what the wheel D2 travels in advance, or vice versa, according as the greatest resistance arises on the wheels'D' or D2.

Thus the carriage-wheel traveling in a smaller arc lis operated more slowlythan the ou ter wheel which is traveling in a larger arc in accordance with the dierence of length of the two curves. If both Wheels were driven at an equal speed, the inner wheel, in. order to equalize this differenc'e,would slip ou the ground, so that the steering would be rendered difficult if not impossible.

y In case it be not desired to utilize the backward travel and to limit the movement to both speeds for forward traveling, the bevel-wheel K2,wheel Rand backward-travel gearing (consist-ing of Z3, J3, P3, and E) may be omitted. In this case, in order to render it possible to stop the vehicle immediately in spite of the omission of the backward-traveling gear by gripping the reversing (or in this case only brake) lever, the'brake-wheel S3 is firmly con- Y nected with the shaft W or with the capsule of the differential gear, on which wheel S8 thetwo brakes BS and B4, acting in opposite directions, are mounted.

The diderence between the gearing containing the mechanisms for backward travel and the gearing without the same consists in that in the former case the back-travel gear is set in action, in case the brake-disk S3' is held fast long enough, by means of one of the brakes, while in the latter case the carriage is only stopped when the brake-wheels are held fast still longer.

In any case in both arrangements the vehicle may be immediately brought to a stand'- still by a single grip or gripping movement with the reversing or brake lever.

I declare that what I claim isl. In a driving mechanism, adriving-shaft 'com prising two hollow shafts and an internal shaft, and means for transmitting power from one of the outer shafts to the internal shaft and to the second hollow shaft, substantially as described.

2. The combination with a motor-shaft, of a driving-shaft comprising concentrically-arranged shafting, means for transmitting the power from the motor-shaft to the outer one of the concentric shafts and from the latter to theinner one, each of said concentric shafts adapted to transmit power to independent mechanisms and means for varying the speed of said shafts, for the purpose set forth.

3. In a driving mechanism, a driving-shaft comprising two hollow shafts and an internal shaft, means for transmitting power from the outer shaft to the inner shaft and tothe second hollow shaft, and mechanism for reversing the direction of rotation of all the shafts, substantially as described. Y i

a. In a driving mechanism, a driving-shaft comprising two hollow shafts and an internal shaft, means for communicating motion from one of the outer shafts to the other and to the internal shaft and for automatically producin g differential motion between the innershaft 'second hollow shaft meshing with the bevelpinions, substantially as described.

7. In a driving rnechanism, a hollow driven shaft, a" shaft inside thereof and a second hollow shaft in alinement with both of said shafts, a casing secured to one of the hollow shafts, bevel-pin'ions carried by thecasing, bevelgears meshing with said pinions and carried by the second hollow shaft and internal shaft, substantially as and for the pn rpose set forth.

8. A driving mechanism comprising driven gears,a shaft, three brake-wheels loose on said shaft carrying planet-wheels, whereby motion is communicated to said 'shaft through intermediate gears, hand-leVer-controlled bandbrakes for each of said brake-wheels, two of said brakes controlled bya single lever, a second lever controlling the third brake-wheel, and means for coupling the levers, to simultaneously con trol all the brakes, substantial] y as set forth.

9. In a driving mechanism, a brake-control com prisin g a shaft operatingtwo band-brakes, a shorter concentric shaft operating two bandbrakes on the same wheel, levers adapted to turn each shaft, a rack and pawl for one of said levers, a second rack carried by the first IOO IIO

lever adapted to cooperate with a pawl'on the second lever whereby both levers may be locked together and si mnltaneously operated, substantially as set forth.

lO. A driving mechanism comprising a hollow shaft, an internal concentric shaft and a second hollow shaft, driven planet wheel gearing communicating motion to one of said. hollow shafts controlling brake mechanism for the planet-gearing, and means for driving and for automatically varying the speed of the second hollow shaft and internal shaft, su bstantiall y as and for the purpose set forth.

ll, A driving mechanism comprising a hollow shaft, 4a second shaft concentric therewith, a driven internal gear loose on the hollow shaft, a. gear fixed on said hollow shaft, a

brake-wheel loose on said hollow shaft carr ing planet-wheels, said planet-wheels' meshing with the internal gear and the gear xed on the hollow shaft and means for communicating motion from the hollow shaft to the concentric shaft, substantially as set forth.

12. A driving mechanism comprising a shaft, a driven internal gear loose thereon, a gear-Wheel fixed on said shaft, a brake-wheel loose on said shaft carrying planet-Wheels, said planet-wheels gearing with the internal gear and the gear-wheel on the shaft, and a second brake-Wheel fixed on said shaft, substantially as set forth.

13. A driving mechanism consisting of a shaft, high-speed gearing comprising a driven internal gear loose on said shaft, a gear fixed to said shaft, and planet-Wheels meshing with the internal gear and gear-Wheel fixed to the shaft, and a low-speed gearing comprising a gear fixed to the nave of the internal gear, an internal gearfixed to said shaft, planet-Wheels meshing with the last-mentioned internal gear and the Wheel on the nave of the loose internal gear and means for placing the planet- Wheels into and out of effective operation, substantially as set forth.

14. .A driving mechanism, consisting of a shaft, high-speed gearing comprising an internal gear loose and a gear-Wheel fixed on said shaft, planet-wheels meshing with both of said gears, a low-speed gearing comprising a gear lixed on the nave of the aforesaid internal gear, an internal gear fixed on the shaft, planet-Wheels meshing with the lastmentioned internal -gear and the gear on the nave of the first-mentioned gear,and means for simultaneously rendering one set of planet- Wheels operative and the other inoperative, substantially as set forth.

15. A driving mechanism comprising a shaft, a driven internal gear loosely mounted thereon, means for communicating motion from the internal gear to the shaft through planet-Wheels, a second Wheel driven in an opposite direction, also loose on the shaft, a pinion carried on the nave of said Wheel, and means for communicating motion from said pinion, through planet-Wheels to the shaft, substantially as set forth.

16. A driving mechanism comprising a shaft, a driven internal gear loosely mounted thereon, means for communicating motion from the internal gear to the shaft through planet-Wheels, a second Wheel driven in an opposite direction, also loose on the shaft, a pinion carried on the nave of said Wheel,means for communicating motion from said pinion through planet-Wheels tothe shaft, and means for simultaneously causing one set of planet- Wheels to be put into and the other out of operation, substantially as set forth.

17. A driving mechanism consisting of a shaft, a driven internal gear, means for communicating the motion of said gear through planet Wheels to the shaft, a gear wheel mounted on the nave of the internal gear and means for communicating motion from the latter, through a second set of planet-Wheels and internal gear to the shaft, adriven Wheel carrying a pinion on its nave, means for communicating through a third set of planet- Wheels and internal gear the motion thereof to the shaft, and means for placing any set of planet-wheels into and out of operation.

1S. In adriving mechanism in combination with a driven shaft and a driving-pinion, a bevel-gear driven thereby carrying an internal gear loose on said shaft, a brake-Wheel loose on and a gear-Wheel fixed on said shaft, planet-Wheels carried by the brake-Wheel and meshing with the internal gear and the gearwheel fixed on the shaft, a gear-Wheel mounted on the nave of the internal gear, a second internal gear mounted on the shaft, a second brake-Wheel revoluble on the hub of the lastmentioned gear-wheel, planet-wheels carried by said second brake-Wheel and meshing with the last-mentioned gear and second internal gear, a second bevel-gear oppositely driven by the driving-pinion and carrying a pinion on its nave, a brake-wheel revoluble on the hub of said pinion, a third internal gear secured to the driven shaft, planet-Wheels gearing with the pinion and third internal gear, and brakes adapted to be applied to any one of said brakewheels, substantially as set forth.

19. A driving mechanism for motor-vehicles comprising the arrangement of bevelgear K mounted on the motor-shaft M said gear engaging With a bevel-Wheel K mounted on a. wheel T carrying a ring Z provided with internal teeth, an inner Wheel J2 being firmly mounted on the nave of said disk, in such a way that While on the one hand one or more planet-Wheels mounted by means of bolts b on a brake-Wheel S loosely revoluble on a shaft W, engage in the teeth of the toothed ring Z' which toward the axis gears with a toothed Wheel J mounted on the shaft W, on

vthe other hand the movement of the bevelwheel K is communicated from the other inner Wheel J2 through one or more planet- Wheels mounted by means of bolts b2 on a second brake-Wheel S2 loosely revoluble on the nave of the said inner Wheel J2 to a second toothed ring Z2 having internal teeth and thereby to a wheel C connected with the shaft W, substantially as hereinbefore set forth.

20. A driving mechanism for motor-vehicles comprising the arrangement of bevelgear K mounted on the motor-shaft M, to gear with a bevel-Wheel K fixed on a Wheel T having a ring Z provided with internal teeth, an inner wheel J2 being firmly on the nave of said disk in such a Way that While on the one hand one or more planet-Wheels mounted by means of bolts h on a brake- Wheel S loosely revolnble on a shaft W' engage in the teeth of the toothed ring Z which toward the axis gears With a toothed Wheel J mounted on a shaft NV, on the other hand the movement of the bevel-Wheel K is communicatedfrom the other inner wheel J2 through IOO IIO

J 2, to a second toothed ring Zhavin g internal teeth and thereby to a wheel O connected with the shaft W, in combination withV another bevel-wheel K2 gearing with the first bevel-gear K and which is loosely mounted on the shaft W by means of a wheel F having a toothed wheel J s fixed on its nave, vwhich toothed wheel by means of one or more planetwheels fixed by bolts b3 on a brake-wheel S3 loosely revolubley on' the nave of the said toothed wheel J3 gears with au internallytoothed ring Z3 being connected with the shaft W by means of a disk E substantially as hereinbefore described. 21. in a driving mechanism for motor-vehicles a controlling-lever V for the forward movement, the nave of which lever is mounted on a shaft 'u which is connected with two brake devices B and B2 for throwing into action one of two speeds, anda leverR the nave of which is mounted on a shaft r concentrical to the other shaft fv, said lever being connected with two brake devices B3 and B4 acting on a single brake-wheel S3 in combination with a toothed segment or locking-piece l, mounted on the car-frame, for the lever R and a simiy larpiece Z mounted on a cross-arm q u of the lever R for locking the Vforward controllinglever V, whereby the latter may be shifted mu'ltaneously acting the respective brake device B3 or B, substantially as hereinbefore described. l

29. n a driving mechanism for metor-veliicles a controlling-lever V for the forward movement, the nave of which lever is mounted ou a shaft "u which is connected with two brake devices B and B2 for throwing into action 'one of two speeds, and a reversing-lever R the nave of which is mounted on a shaft Ir concentrical to the other shaft c, said lever being connected with two brake devices B3 and B4 mounted on a single brake-wheel S3 which is loosely and revolubly mounted on the nave of the wheel J3 which is provided with a gearing for lthe backward travel of the motor-vehicle, in combination with a toothed segment or locking-piece Z, mounted on the car-frame, for the reversing-lever R and a similar piece Z mounted on a cross-armq 'tt of the reversing-lever R for locking the forward controlling-lever V,wl;xereby the latter maybe shifted independently of the reversing-lever R while however on the reversing leven R being shifted, the forward-movement lever V is carried with it to a suitable extent with the object of enabling the forward travel of the vehicle 'to be stopped by a single grip or pull on the reversing-lever R loosening the respective forward-travel brake device B or B2 and sig-I Witnesses: s

MORITZ VEITH, A. LIEBERKNECHT. 

